Selective speed power transmission



Aug. 18, 1936. H. J. MURRAY SELECTIVE SPEED POWER TRANSMISSION Filed Feb. 4, 1952 v 2 Sheets-Sheet 1 Aug. 1'8, 1936. H. J. MURRAY 2,051,386v

SELECTIVE SPEED POWER TRANSMISSION v Filed Feb. 4, 1952 2 Sheets-Sheet 2 FLE-.7-

JN VENTOR v UNITEosTATEs PATENT OFFICE.

sELEcTrvE SPEED rowsn 'raAxsMIssroN Howard J. Murray, New York; N. Y. Appucationrebruary 4, 1932, serial No. 590,852

37 claims. (el. 19a-.01)

My invention relates in' general to a simple control device for affecting the action of clutching elements selectively employed to aiect the status of a pair of power transmitting members.

One of the generalobjects of my invention is to provide control elements by means of which a plurality of clutching elements may bevselectively actuated wherewith a driving member may be selectively connected to .a' driven member when the ow of power is in one direction, and

also selectively connected by the said clutching means when the ow of power is in the opposite direction. y

Another object of my invention is to provide a -l5 multiple clutch control organization byA means of which 4certain of the said clutches may be remotely selected to automatically movein one direction inV accordance with the speed relations of certain of its elements and thence remotely selected to move in the opposite direction 'in accordance with certain other speed relationsvof the said organizations. v

Still another object of my invention is to provide selective control means designed to be selectively actuated to move in two directions whereby one power member may be selectively placed in a plurality of driving relations to another power member in accordance with the operative statusof the said control device. A further object of my invention is to provide a selective clutch roller control device for a vehicle selective .free-wheeling system by means of which the flow of power supply'in one direction will be automatically controlled by the power g. supply means of the vehicle and the flowy of power in the opposite direction will be controlled by the movement of the vehicle.

An additional object of my invention is to provide a selective control means designed to selec- 40 tively control certain of a plurality of clutches whereby certain of the clutches' may become normally operative while certain other of the saidV clutches remain inoperative.'

A still additional'object of my invention is to provide power supply'control means designed to be selectively actuated by a selective change speed control means whereby the supply of power to a movable'vehicle will be affected in desired relation tothe operation of the. speed change control means. v

The present invention also contemplates the employment of means to provide-a selective control mechanism and a double acting clutch organization designed so that power may be selectively transmitted in -a desired manner from a frames.

driving element 'to a driven element, and in addition rfrom a normally. driven element to a normally driving element.

The present invention is a development of the invention disclosed in my U. S. Patent appiica- 5 tion, Serial #546,483,1i1ed June 24, 1931.

In the operation of the mechanism disclosed in the above noted application,`it was found that clutch roller elements would automatically move into an operative position when permitted to do l0 so .by the removal of restraining barriers. However, it was also noted that lthe movement of one set. of rollers to an inoperative position was not controlled by barriers and thus not positive and definite in moving to an inoperative status rela- 15 tive to movement of the rollers. It appeared necessary to provide barriers on the opposite sides ofgeach of said clutch rollers so that the clutch rollers could not normally move away from the barriers. Thus, the present invention -pro- 20 poses to provide a frame or guide between which will be positioned clutch roller elements so as to be at all times under denite control as to their movement due to the encircling action of these cludes means for connecting these frames to a certain control shift rod through the connection with a shift fork such as 30 of Figure 1, and a shiftably mounted control disc such as 26 of Fig-` ure 4. `30 The invention also contemplates the co-operative association of a free-wheeling and bidirectional connection power vtransmission control mechanism andY an associated lever control mechanism whereby the status of the said power 35 transmission mechanism will be selectively varied to secure a plurality of forward and bidirectional drive conditions due to the co-operative action of the said control means.

Freewheeling.-In connection with the fea- V40 turing of the invention in its applicability to a power transmission device forming a portion of a movable vehicle, the condition wherein the normally driving member is free of the normallyI driven member when the said normally driven 45' member rotates at a faster speed than the said normally' driving member.

Bidirectional connection-The vcondition wherein the flow of power is from the normally driven member to the normally driving member. 50 This condition will be referred to hereinafter in both the specification and claims as bidirectional connection.

As the invention may be admirably lembodied in a speed change mechanism for auto- 55 In addition, the present inventionin- 25` mobiles, it will be described in connection with same, but it will be readily appreciated that the invention is not so limited, and may be utilized wherever a remotely controlled selective means may be employed to govern the co-operative actuation of clutch elements and driving and driven elements. i

In the following description names will be given to parts for convenience of expression, but the names are intended to be as generic in their application to similar parts as the art will permit.

The invention allows numerous physical embodiments and a preferred type is herein illustrated forI the purpose of showing an application of the invention, but it is hereby understood that the showings in the drawings are largely diagrammatic`merely being sufllcient in detail to show applications of the invention.

In the drawings:

Figure 1 is a fragmentary view of part'of a -power transmission equipped with a selective control organization, and a double acting clutch means having inventive features as disclosed in this application.

Figure 2 is a transverse sectional view taken along the line 2-2 of Figure 1.

Figure 3 is a transverse sectional view taken along the line 3 3 of Figure 1.

Figure 4 is a view in sectional elevation taken along the line 4--4 of Figure 1, and shows the details of the selective control means as disclosed in this application for selectively controlling the clutches whereby same may be moved selectively in either direction so as to become operative or inoperative.

Figure 5 is a sectional view showing the method of interlocking the control rods forming a portion of a power transmission device and indicates the means for obtaining operating positions of the positive control barriers or guides for moving the said clutches.

Figure 6 is a side view of one of the barrier control means of Figure 4 to indicate the ring like form of the said control means and the attached extending ngers controlling the clutch elements.

Figure 7 is a transverse sectional view taken along the line 'l-'l of Figure 1. y

Figure 8 is a transverse sectional view taken along the line`8-8 of Figure 1 in the direction of the arrows.

Figure 9is a plan view of the inner surface of the axially' slidable selector controlled by the shift fork when cut at the top as shown in Figure 4 and opened up counter-clockwise to become flat. f

Figure 10 is a transverse sectional view taken along the lines I 0-[0 of Figure 1 when the clutches have been-released by the barriers to move to a clutching position so that the driving member may transmit power to the driven member.

Figure 11 is a transverse sectional view taken along the line lll-#Ill of Figure 1 and indicates the positions ofthe barriers and clutch rollers when the normally driven member is permitted to transmit power to the normally driving member when the transmission is in condition for also permitting the clutch to move to either direction. Figure 12 isI a side view in elevation showing the power supply control means in cooperative relation with the change speed control means.

Figure 13 is an enlarged end view partly in sectional elevation of one of the power control elements shown by Figure 12 as taken along the line |3-I3 in the direction indicated by the arrows.

My invention relates to a selective speed power transmission mechanism including drive 'and driven members in which I have brought together in a simple and efficient manner, in combination with a plurality of positively controlled clutches, a'selective control meansA in the form of barrier fingers for positively and definitely moving the said over-running clutches to and from operating positions, a mechanically operated control mechanism for quietly effecting desired speed relations between the driving and ldriven members through the agency of the said clutches and said barrier fingers and a power supply control means.

Among the novelties of my invention aremeans for selectively effecting speed relations between driving and driven members without shifting or moving gears or jaw teeth; means to improve and simplify the method of connecting and disconnecting the power members of a transmission; control means for definitely causing the matic reverse driving relations between the said A power members; control means to cause clutching elements to provide selective speed changes through the selective operation of certain overrunning clutches; means to provide a control means which will selectively place a power transmission mechanism in desired sequence into a' free-wheeling status, and thence into a bidirectional drive status.

Referring to the drawings, there is shown in Figure 1 a normally driving power shaft 4-connecte'dI to a source of power supply, such as an internal combustion engine as commonly found on automotive vehicles (not shown) and a driven shaft 6 hereinafter designated as the normally driven shaft and connected to drive the wheels of the said vehicle. The shafts 4 and 6 preferably are positioned in axial alignment by means of the bearings 9 suitably positioned in the power shaft 4.

For the purpose of this description, the means shown by Figure 1 may be considered as a fragmentary portion of a selective four speed transmission with the parts necessary to effect low and reverse speeds omitted and with various other parts of the inter-lock and counter-shaft omitted in order to simplify the drawings.

The conventional shift lever and associated parts have been omitted in the drawings as well as the means of connecting the shift rods to same in order to simplify the drawings.

In general it may be assumed that the means shown in Figure 1 are primarily for the purpose of selectively placing the transmission in a so-l called direct or' second speed status. The gear 39 is shown constantly in mesh with the engine gear 5, and the gear 36 is indicated as being constantly in mesh with the loosely mounted power gear 34, and the gears '36 and 39 are assumed for a counter shaft cluster (not shown) 'I'he normally driven shaft 6 assumed to bei' connected to the conventional propeller shaft through a conventional universal joint is provided with an enlarged portion l preferably ground to suitably 'support two normally driving members havingk extending portions I0 and II on three radial spoke portions, such as I2, I3 and I4 as shown by Figure 2. The recesses or depressions formed between the said spoke portionsare preflerably vforrnedin a manner to receive two sets of three over-running clutch roller elements, such as 20, 2| and 22 together to form in effect three separate over-running clutch organizations housed within the outlines of the normal driving l flanged portion II of the gear 5, and also three separate and distinct sets of 'over-running clutch organizations such as the elements 63, 64 and 55, similarly housed within the confines ofthe normal driving flanged vportion I of the normal driving member 34.

The said clutch rollers maybe considered as a plurality of sets of clutching elements, which fo'r the purpose of .this disclosure may be of solid steel cylinders designed to selectively engage the inner driving surfaces of the. projecting portions I I and I when moved relative to the radially varying surfaces ofthe enlarged portion 1 of the member 6 so that one maybe driven from the other according tothe status of the said clutches. It should be noted that the driving gear of Figure l is` connected to a source of vehicle power such as -an internal combustion engine as commonly found on automotive vehicles. These engines are arranged to normally rotate clockwise as viewed from the front of the vehicle. Thus the engine gear 5 will normally rotate clockwise as viewed from the -front of the vehicle, or from the lefthand end 'of Figure l. shown in sections as Figures 2, 3, 4, 8, and 11 are viewed from the right-hand end of Figure l. Thus while the driven elements I0 and II are normally rotating clockwise with respect to rotation of the engine gear 5 as viewed from the left-hand end of Figure 1, they are also rotating counterclockwise with respect to the sections shown -in Figures 2,. 3, 4, 8, 10 and 11 as .viewed along the direction of the arrows of Fig- -rows of the line 1-1 of Figure 1. -Thus, for example. the clockwise movement of barrier 61 of Figure 7 will be equivalent to a counter-clockwise movement of the same barrier 61 of Figure 8, and the reversal of movement applies to other movable portions shown in Figure 7. -A The roller clutch elements, such as 20,'2I and 22 may be so employed that the projection II of the engine` gear. 5 may selectively drive the power member 6' in a clockwise or a counter` clock-wise direction, and the said rollers may also be selectively 'employed so that the power member 6 may selectively drive the member I I in a eounter-clockwisedirection as viewed from, the right hand end of Figure l in accordance with the conventional manner of rotating the driven member of transmissions to obtain forward motionof the vehicle.

In thesame manner, the rollers 63, 64 and 65 of Figure 7 Amay be so employed that the member II) of Figure 1 may selectively drive the power member 6 in a counter-clockwise direction, andthe rollers 63, 64 and 65 may be selectively employed so that the member 6 will be caused to drive the I member I0 in a clockwise or a counter-clockwise direction. ,It is obvious that the engine speed' of shaft 4 must tend vto be less than the speed of The sections of the means theshaft 6 in order for power to be transmitted' from shaft 6 to shaft 4.

It should be noted vthat the projecting portion II may be integral with the engine gear 5, and that the driving portion I0 is indicated as integral with the loosely mounted' gear 34. Thus the portion II -will rotate at all times with the speed of the engine shaft 4, and the portion I0 will rotate at all times with the gear 34.

All of the rollers, such as 20, 2I and 22 are normal'lyheld in the position shown by Figure 2- by a series of holding or restraining barrier. fingers,

such as I6 and 28. A similar set of bairiers such as I1 and 61 as shown by Figure '1, are housed' within the confines of the driving member portion I0,fto hold or move the rollers 63, 64 and 65 so that'the same may be moved positively and',

definitely clockwise or counter-clockwise.

These barrier fingers in turn are preferably supported by welding same to arms projecting from a disc shaped memberas Q,hereinafter described in turn selectively actuated by suitable connection with an axially shiftable control member co-operatively associatedfwith a shift finger 'designed to be selectively connected to certain of the shift rods forming-'a part of the transmission control mechanism. v

The barrier ngers,such as I6 of Figure 2, are attached to finger like projections IB-B forming portions of a disc shapedl control member 26 as shown by Figure 4. This disc shaped control member is preferably made of steel or other suitable material with its inner surface finished to fit in a rotatable manner on the nished outer surfaces of the spoke-like portions I-2, 'I3 and I4 of Figure 2.

The rotatable disc 26 is provided with a radially extending nger 26-A designed to t into a grooved control track formed by cut-away portions of a splined shitable member 29 preferably made of steel, and provided with a shift finger slot 39 designed to receive a shift fork 30 preferably made of steel or other suitable material and supported by a shift rod 15 as shown in Figure 12. This shift rod 15 is preferably made of'hardened steel and ground to fit slidably within a" bore formed within the steel portion 85 constituting a portion of the transmission coverl as seen by reference to Figure 5.

The shiftable member 29 is preferably supported by bearing and positioning members 24 and,-

I5 having projecting splines, such as 3l, :2, 46,

and 62, and also cut-away portions designed to receive the Afinished surfaces of the ends of the projecting spokes, such as I2, I3 and -I4 as clearly indicated by Figure 3. The inner portions facing the ring Vlike control members such as 26 are bevelledto allow space for the relative ,rocking movement of the barriers I6, 28, I1 and 61.

Thus, it will be evident that' during the asl sembly of the parts of Figure 1 the said bearing vmembers 24 and I5 may be moved along' the portion 1 of the driven member 6 on the outer portion of the projecting spokes until the retaining element, such as the spring backed ball 5I,

fallsnto a locking depression due to the pressure of a seating spring, such -as theelement 52 of Figure 3. Thus the bearing element24'will therefore be definitely and rigidly positioned with respect to the driving members I0 and II v evident that the said member 29 will also rotate with the shaft i.

It is evident therefore that the shiftable member 29 splined to the bearing member 24, and the bearing member 24 in turn splined to the shaft 6 will rotate together. As the member 29 is caused to move to the left by pressure of the shift finger branches, such as lli- A and III-B.

the movement of the slidable control member 29 will tend to cause one of the disc shaped control members, such as 26 and 21, to rotate about the axis of the member 6 due to the resultant motion imparted Vto the control fingers 26--A and 21-A. 'Ihe method of `selectively rotating either of the disc shaped members 59 and 68 will be hereinafter described and may be more clearly seen by reference to the plan view in elevation of Ithe inner surface of element 29 as shown by Figure 9. 'I'hus the plan view of Figure 9 shows the inner plan of the slidable member 29. Figure- 9 indicates the necessary depressed tracks for suitably guiding the fingers 26-A and 21-A to cause rocking or rotating of the disc control members 26 and 21. According to-the present invention, the grooves for operating the disc members 59 .and 60 are oppositely disposed to the tracks or grooves for moving discs 26 and 21 and may be considered similar except that they are relatively reversed to the grooves or tracks as shown in Figure 9.-

Now the shift rod 15 of Figure 5 to which the shift fork,38 is connected isassumed to be in, a neutral position so as to definitely position the shift fork 38 in the normal neutral inoperative position shown in Figure 1. If it is desired to connect the power members 4 and 6 in a direct drive relation, or what is commonly known in the art as direct drive, the shift rod 15 of Figure 5 will be manually or .otherwise actuated so as to move the shift finger 90 to the left and thereby the slidable control element 29 connected therewith also to the left.

The control fingers 26-A and 21-,A of the disc elements 26 and 21 are in position as shown in the control tracks indicated by the dotted lines 48 of Figure 9. These are the positions the control fingers will assume when the transmission isin a normal neutral condition. When the shift finger 30 is in neutral position, as shown by Figure 1, then the control finger 21-A of control disc 21 is in the position shown and the control finger 26-A of disc element 26'wil1 also be found as shown by Figure 9. vThe positions R-Z, R-I L--I and L-2 may now be more clearly defined for future reference as the normal rest positions of fingers I6, I1, 28, and 61 when successively in neutral position, free-wheeling position and bidirectional position. Thus, if the slidable splined member 29 is moved to the left by the shift fork 30, the control fingers I6, I1, 28 and 61 will be relatively moved to the L--I position of Figure 9.

Actually, of course, the slidable member 29 moves and the control fingers are axially stationary.

The finger track or groove 69 is shown as parallel to the slot 68 up to the position L-I and because of this the finger 21-A will not be moved from its relatively stationary position by the movement of the slidable member 29, and hence the disc 21 connected to the finger will not be rotated about -v the axis of the driven member 6, nor will the barriers such as '28 be moved or rotated so as to move away from the clutch rollers, such as 2li, 2| and 22 of Figure 2. Nor will the barriers be moved or rotated about the axis of the shaft 6 of Figure 1. In this event,l these clutch rollers 20, 2i and 22 will not be permitted to move from a neutral or an inoperative positionand thus they will not be .affectedl by the relative speeds of the power members 4 and 6 because they are prevented from moving into clutching position with the hub extension portion II of the gear 5 due to the retarding action of the barriers I6 and 28.

It should-be noted that the grooves 18 and 1I are also parallel to the splines 92 and 46 up to the positions L- I and therefore the control fingers such as I1 and 61 will not be rotated, nor will the disc control members 59 and 60 be moved.

However, the control finger 26-A is normally positioned at neutral position so that any movement of the slidable member 29 to the left will cause the said control finger 26-A to move along the inclined portion of groove 68 to position L--I to rotate the said control finger 26--A counterclock-wise and the disc 26 counter clock-wise with it. In this event, the barriers I6 will also be moved counter clock-wise with the disc 26. Thus the said barriers I6 will be moved counter clock- Wise away from the clutch rollers, such as 28, 2i and 22 to permit the same to move relatively counter clock-wise to the surface of the enlarged portion 1 of the driven member 6 so as to cause a driving relation between the powery members such as shaft 4 and shaft 6, and thus the transmission will be in the condition of first'speed or direct drive so that the normally driving member 4 may transmit power to the normally driven member 6.

If the speed ofthe driven shaft 6 'becomes greater than the speed of the driving shaft 4 then the rollers such as 28, 2I and 22 will automatically disengage from a clutching engagement with the members 4 and 6 and the rollers will be moved toward the barriers 28 to be stopped by the same to create a condition of free-wheeling in the said transmission. It isevident that the transmission status may vary from free-wheeling to direct drive according to the speed relations of the power members, such as 4 and 6.

It should be noted that normally all the barriers such as I6 and 28 are in the positions shown in Figure 2, and thus it is obvious that all of the rollers such as 20, 2| and 22 are inactive and are prevented from becoming active as long as the slidable member 29 is held inneutral position by the shift fork 30.

As the slidable element 29 ismoved still'further to the left, the control finger 21-A of Figure 9 will relatively move to position L-2 along the inclined portion of the track 69 shown on the plan view of Figure 9 so as to translate the axial movement of the slidable element into a; clock- 'wise rotary motion of the disc control member 21,

and thus move the barriers 26 of Figure 2 in a clock-wise direction and thus permit the clutch rollers 20, 2I and 22 to move in a clock-wise dibers in a driving relation whereby the power mem- Y' ber 4 will be driven from the power member 6 at the same speed and thus the transmission will bein a direct or high speed reverse drive condition.

It should now be understood that the normal 15 said engine in the conventional manner.

Ifthe car is in motion and the power member 6 is rotating faster than the power member d, a coasting power drive condition will exist under the conditions just described because the barriers, such as l will permit the clutch rollers 2B, 2l and '22 to become active. If the conventional foot clutch is (in) and the engine is accelerated, the member i will be increased in its rate of rotation so as to eventually exceed the lrate of rotation of the member, E and thus the member ii will be driven from the member 4 by the clutch rollers 2li, 2l and 22 as hereinbefore described. In this manner power will be transmitted in either direction according to the speed relations of the members and t.

Thus, I provide a combined free-wheeling and speed changing combination by means oi which the power members d and 5 may be connected and disconnected as a function of the speed relations of the same.

Now it may be desired to place the transmission mechanism in a condition to drive the engine from the rear axle and thereby to secure the benefit of the engine compression to aid in reducing the momentum of the car and thus reduce the wear on the brakes of the vehicle. In many driving conditions it is considered by those skilled in the art that the vehicle will ,be under better conu trol when the engine is connected tothe rear axle. In any event, I provide means whereby a reversedrive condition may be eiected by the simple act of manually or otherwise selectively releasing the roller barriers, such as i6 and 28 and permitting the rollers to move into a clutching position with 1 members Il and 46.

It should now be evident that the power member 6 due to its faster rate of motion during the coasting drive intervals will actuate the clutch rollers positively and denitely in a manner known and accepted in the art of over-running clutches so as to thereby cause the same to drive the power member 4 and thus connect they vehicle rear axle to the internal combustion engine employed to actuate the vehicle.

Hence, the operation may be described as follows: Theshift finger 30 is attached to the shift rod such as 'I5 as shown by Figure 5, and therefore moves integral with the same in its reciprocating motion. Hence the rod is therefore moved to the left tothe point where the plunger Vl falls into the positioning notch 18. This .novement releases the rollers in effect from the restraint'of the barriers I6, so that the clutch rollers 20, 2| and 22 are permitted to move into an operating relation with members 4 and 6, During this operation the barriers 28 are not moved. Thus the notch 78 Imay be designated as the direct-drive free-wheeling notch.

As the shift rod 'l5 is moved still further to the left so as to release the barriers 28, the plunger will be forced out of the notch 18 and into the notch I9. Thus the notch 19 may be designated as the bidirectional drive notch. In the same of driving conditions.

manner the rod may be moved from other positions.

Thus with a sequential movement of a single shift finger, such as the member 30, I am able to selectively connect the driving and driven power members, such as 4 and 6, in a plurality For example, the two members i and t may be rst connected to transmit power from one to the other in a free-wheeling relation. In addition, I am able to use the same control lever in a continued movement to connect the driving and driven power members, such as d and 6, in a bidirectional drive relation. Still further, I am also able to use the same lever to selectively place the power members, such as and 5, in a plurality of speed relations' as hereinafter described. l

If it is. desired to return the transmission to a free-wheeling status when in a bidirectional status, the shift finger 3f! may be moved to the right from its maximum .displacement togetherwith the'slidable member 29. In this event, the

20, 2i and 22, from connecting the'members d 30 and 5, in bidirectional .driving relation.

It should be noted in passing that the *slidable control member, such as 29, may Ithus be moved from neutral into the said free-wheeling' position without regard to the status o'f the conventional foot clutch (not shown). If the power member i is'not driving the member at the instant of the shifting ofthe slidable member 2.2i to the let,.the barrier fingers, suchas i6 may oe moved into the releasing position without any appreciable eifort. This should be evident because as the slidable member is moved under these conditions, the clutch rollers, such as 20, 2| and 22, are not in a clutching position and thus will not ofer any resistance to the movement of thebarrier ngers. Thus it will be possible according to the present disclosure to obtain a direct drive speed condition without throwing out the conventional foot-clutch.

It is evident then that when the slidable member 29 has been moved toits maximumdisplacement to the left that a condition of bidirectional power transmission exists between the members 4 and S wherein power may be transmitted from one to the other in either direction, and that a free-wheeling condition cannot existexcept for the interval that the rollers, such as 20, 2l and 22 are moving between positions ofmaximum displacement. The total. movement of the said rollers in this particular embodiment would be between the positions shown in Figures l0 and 11. v Now iet it be assumed that the transmission is` in the bidirectional connection statusas just described and I,he operator of the vehicle desires to return to a direct-drive free-wheeling connection status. In this event, the slidable member would be moved to the right, and the shift nger 30 would move the shift' rod 15 so that the plunger 11 willbe forced out of the notch 19 into the notch 18. The disc control finger 21--A would be moved counter clock-wise because of the relative motion of the inclined portion between the positions L-2 and L-I in the track 69. Thus, the disc 26 would also be rotated counter clock-wise and like-wise the barriers`28 connected to the said disc. It is evident that the return of the barriers 28 to the neutral position would prevent the clutch rollers, such as 20, 2| and 22, from moving into a clutching position with the power members 4 and 6 to permit powerbeing transmitted from the member 6 to the member 4. It is also evidentl that the rollers 28, 2| and 22, when in a clutching power-transmitting condition, may offer resistance to the move ment of the barriers 28 in their return to the neutral position. As this coasting power can only be transmitted when the member 6 is delivering power to the member 4, it is evident that increasing the speed of 4 will act to release-the said rollers clutching action. This may be accomplished by increasing the power'supply just previous to the movement to the right of the slidable member 29. Means for doing this is shown in a modification of the disclosure as shown by Figure 12.

If the slidable member 29 is now returned to the neutral position as shown in Figure 1, the control finger 21-A-will not be affected by the relative movement of the straight track portion between the positions L-I and neutral, as this portion is parallel to the axis of the disc shaped member 21 of which the control finger 21-A is a portion. The control finger 26-A will, however, be rotated clock-wise due to the effect of the track portion between L-I and neutral of track 68 to thus rotate the said control finger 26-A and therewith the control disc 26 clockwise and thus move the barrier fingers 6 back to their original neutral positions and thereby render the clutch rollers 28, 2| and 22 inoperative. This operation ofy returning the barrier fingers I6 to a neutral inoperative position should normally be accomplished without an apreciable decrease of engine speed.

However, as in the conventional free-wheeling method, the operator may release the fuel control and thus decrease the speed of the engine. This action will release any clutching action between the power members 4 'and 6 and the clutch rollers, such as 28, 2| and 22. Thus, the clutch rollers 20, 2| and 22, will then offer no resistance to the neutralizing movement of the barrier fingers 6. In this event, little or no retardation will be offered by the clutch rollers 20, 2| and 22 when pushed back by the barriers to an inoperative or neutral position. Hence, at neutral position both the power members, such as 4 and 6, will be released for free rotation in either direction and the transmission is therefore in a neutral position and no power can be transmitted from the source of power to the rear axle, or from the rear axle to the source of power.

It should now be evident to those skilled in the art that the track or guide portion of the showings of Figure 9 could be modified to effect several combinations of forward drive, free-wheel- 'ing and bidirectional-drive conditions withoutv departing from the spirit of the invention.

I shall now explain the operation of the device to obtain second speed, free-wheeling and bidiring, such as 31 or by other suitable means, so as y(not shown) including the conventional constant mesh gear 39u constantly in mesh with the engine gear 5. i

This loosely mounted gear 34 is provided with jaws or teeth 35 and includes a hub extension portion Ill formed as part of the gear 34 so as 5 to constitute a driving member. The loosely mounted gear 34 may be designated for the-pur pose of this description as the second speed gear of the transmission mechanism and may be made of steel'or other suitable material.

Now if the slidable member 29 be moved from its neutral position,as shown in Figure 1, to the right, then the tracks or guides as shown by Figure 9 disposed on the inside surface of slidable element 29, will'cause the control finger 59-A i5 of control disc 59 to be moved counter clock-wise. In this event, the clutch rollers, such as 63, 64 and 65 of Figure 7 will be released by the barrier fingers, such as 61. When the barriers 61 are rotated counter clock-wise, then the clutch rollers 63, 64 and 65 are permitted to move counter clock-wise relative to the curved surface of the portion 1 of the shaft 6.

This operation will cause the source of power on the vehicle to be connected to the rear axle 25 of the said vehicle by means of gear 5,'gear 39 and counter shaft (not shown), gear 3,6, gear 34, power member portion I8, rollers 63, 64 and 65 ofV Figure 7, and driven power shaft 6.

30, Adisc shaped members 26 and 21, 58 and 68,

and the barriers I6, I1, 28 and 61. This selective connection may be made without noise or clash as no jaws or gears are moved into driving relation. In addition, a change of speed relation may be made without necessarily operating the' conventional foot clutch (not shown). If no furtheraction is taken by the operator of the vehicle upon which the transmission is installed, a condition will thus be obtained to selectively provide either direct or second speed relations, and at the same time automatically obtain a free-wheeling operation when the power member '6 is driven by the said vehicle. In this particular operation, it should be noted that no power can vbe transmitted from the power member 6 to the power member 4. l

A continued further movement of the slidable member 29 due to pressure from finger 38 to the right will cause the track or guide portions 1|) and 1|v` of Figure 9 to relatively move to the right so as to bring the control finger, such as 59A and 60-A to the portions R-2 and thus the control finger 68A will be moved so as to rotate the control disc 60 in a clock-wise motion, and thereby move the barriers |1 away from the rollers 63, 64 and 65 of Figure 7 and thereby permit the said rollers to move into an operative position. Thus, a coasting power drive at second speed conditions-will be effected when the car drives the power member 4 of Figure 1 through the rollers 63, 64 and 65 when same-have moved into a clutching position. In other words, the removal of barriers I1 will permit the rollers 63, 64 and 65 to move clock-wise or to be moved. It is evident that a more or less conventional interlock may be employed with slight modifications to insure the holding of the slidable member 29, in any of the said neutral forward driving, 76

free-wheeling and coasting drive conditions, as the said slidable member is moved to the right or to the left to the said certain positions to effect such conditions.

One of these possible interlock modifications is shown by the means indicated by Figure 5. In this combination of means, the shift rod 16 is assumed for the purpose of this particular description to be the low and reverse speed shift rod, and rod the high and second speed shift rod normally employed to move the shift fingers, such as -A and 30-B of Figure 8, in either direction as'hereinbefore explained. The portion 85 is assumed to be a portion of a conventional transmission cover, and is form-ed with borings of suitable size to receive the shift rods 15 and 16 to operatively slide therein in two directions. With this interlocking arrangement it should be obvious to those skilled in the art that the slidable member 29 will be held positively in any of a plurality of selective operating positions, and thus the control fingers of the said control discs, such as 26, 21, 59 and 60 will be held in a definite operating position due to their engagement with th-e cut away track portions 68, 69, 10 and 1| of member 39. In this event, all of the barriers, such as i9, i1, 28 and 91 will be held in fixed operative positions when the interlock is Set. According to the present disclosure, I have provided a selective speed changing mechanism which canl be desirably operated to effect a plurality of operating relations between the movable members included in the combination and without any restraining springs other than the interlock spring, such as ttl shown in Figure 5.

In the actual operation of the means shownin Figures l to 11 it will be found that varying conditions of speed and torque are applied to the power members such as d and t of Figure l. It is possible that the operator may desire to change from one speed to another at the instant considerable power is being transmitted from the normally driven member 6 to the normally driving member 0. Under these conditions it may require objectional pressure from the shift finger 30 against the slidable member 29 acting.

through the discs such as 26, 21, 59 and 60 to release the clutch rollers such as 20, 2|, 22, 63, 64 and 65 from clutching engagement with the portion 1 and the tubular portions I0 and of the members 4 and 34.

In addition conditions may be encountered such as when power isbeing transmitted from the member 4 to the'member 6 which would also require considerable pressure to release the said rollers from the said members. For example, one may wish to change from direct drive to second speed while going up a grade. Under this condition power is being transmitted from the member 4 to the member 6. It is, of course, possible to release the conventional clutch as commonly found on self propelled vehicles and thereby cut` This would, of course,

off the source of power. prevent transmission of power from the member 4 to the member 6 and thereby ensure a release of the rollers. However, the normal operation of the device according to the present invention does not require the operation of the said conventional clutch, altho it may be operated in conjunction with -the device if the operator so desires.

By referring to Figure 12 there will be seen a combination of.. means whereby the release of the clutchfrollers from clutching engagement with the power mernbers is ensured under all conditions. There is shown a conventional power supply element 81 assumed to be connected toa conventional power supply (say a carburetor) in the usual manner.-

A. foot pedal 86 is arranged to rock about the pin 08 and ends in anextension 90 ,through a rod 92 which is formed to move the pedal, in bothdirections about the pin 3B by means of the collars 93 and 94. The rod 92 is supported on the other end by the element 95 through which it lmoves in -either direction when the springs 95 supported on the pin lill, the element |24 is supported on the pin |25, and the element |96 is supported on the pin |01.

The shift rod such as 15 of Figure 5 is shown vI'he element I I6' supporting the shift fork 30 as it is moved ineither direction. member 2S of Figure 1 is shown on Figure I2. The slidablernember 29 is provided with the shift finger slot 99 considerably widened so as to receive'. the shift ngerand also the springs |34 and |95 attached thereto. In this particular modication the fuel supply control rod, such as 92, is assumed to be mounted so as to reciprocate approximately in the same direction as the slidable member. In this event, the projection |36 attached to the shift nger 30 will be moved to the left with the same and into operating contact with an extension |84 forming a portion of the control element |00 when moved to the position L| of Figure 9. As the rod 90 is moved still further to the left, the projection |99 will come into operating contact with the projection |23'- forrning a portion of the control element |16. ut the projection HM is attached to the hinged portion |02 supported by the pin |93 so as to ro- A modification of the slidable tate only in one direction from the position shown.

| I9 mounted on the pin |9 so as to rotate in one direction from the position shown on the drawing. Hence, the act of shifting the transmission into aA direct-drive, free-wheeling and a direct drive bidirectional status will not affect the position of the rod, such as 92.

When it is desired to return the gear set to a direct drive free-wheeling status. the slidable member, such as 29, must be moved to the right from thev position L2 to theposition L-l. In this event, the projection |36 will come into operating contact'with the projection |20. As the projection |20 cannot rotate about the pin ||9 the entire element I6 will now be rotated about the pin ||1 to thereby cause the pin |2| attached to and supported by the control element ||6 to be pushed against the guides |22 and |23 rigidly secured to the fuel control rod 92. Hence, the fuel rod 92 will be moved to the left as the pin |2| rotates about the axis of the pin ||1, and this motion transmitted to the pedal 86 will cause the fuel control element 81 to be moved down to increase the supply of fuel in the usual manner.

As a result, the speed of the normally driving member 4 will be raised above the speed of the driven member 6 (if the conventional clutch is not operated) and hence no power will be transmitted from the member 6 to the member 4. The clutch rollers; such as 20, 2| and 22, will be released and the barriers |6 may be returned to a neutral position without effort. It is evident that the clutch rollers, such as 20, 2| and 22 will be released before the barriers |6 are moved because the spring |35 is already in Contact with the flange |32, and if a resistance is offered to the slidable member 29 by the disc 21 the spring |35 will be flattened out so as to allow relative movement between the projection |36 and ,the projection |20 without moving the slidable member 29. Hence, it is obvious that the speed of the power member 4 will be greater than the speed of the member 6 before it becomes necessary to move the barriers 28.

As the slidable member 29 is moved from the free-wheeling drive to the neutral position or from the position L| to neutral on Figure 9 the projection |36 will come into Contact with the projection |04. But'the portion |02 cannot rotate in this direction about the pin |03 and hence the power control-element |00 will be rotated about the -pin |0| to the right to move the pin |05 against the guides ||4 and ||5 rigidly connected to the rod 92. Consequently the rod fall below the speed of the driven power member such as 6. Consequently, the clutch rollers will be released from any clutching relation with the power members 4 and 6` and the barriers 28 may be moved by the rod 30 without effort.

When it is desired to obtain second speed conditions in the transmission the slidable member is moved to the right and thus the projection |36 will move into the path of the projection |28 supported by the hinged portion |26 forming a part of the fuel supply element |24. This portion |26 issupported for rotary motion about the pin |21 only to the right, and consequently it moves to raise the projection |28 up and out of the way of the projection |36, and as a result the movement of the shift finger 30 to the right has no effect on the fuel supply control rod 92. The transmission is now in a second speed freewheeling status. I f it is desired now to place the transmission in a second speed bi-directional drive the shift rod will be moved still further to the righi; or from the position R-I to R-2 of Figure 9. Hence, the projection |36 will now be moved into operating contact with the projection I0 forming a portion of the hinged part |08 supported by pin |09 and movable about the said pin to the right from the position shown. Hence, the projection ||0 will be raised up and out of the path of the projection |36 and there will be no pressure applied from the finger 30 to the control rod 92.

The transmission is now in a second sp'eed bidirectional drive status and consequently power may be transmitted from the power member 6 to the power member 4. In thisevent, it may be difficult to break the clutching action between the rollers, such 4as 63, 64 and 65 and the power members 4 and 6. When the shift rod is moved to the left from the said extreme right position,

the shift finger 30 will be moved with it. As al` result the projection |36 willstrike the projection ||0. But the portion |08 cannot rotate to the right about the pin |09 and hence the control element |06 will be rotated about the pin |01'to push the pin against the guides ||2 and ||3 rigidly attached to the rod 92 and thereby the rod 92 will be moved to the left and the pedal 86 will be rotated clock-wise about the support 89. The element 81 will be pushed down and the fuel supply to the engine will be increased in the conventional manner. This action will occur before the barriers I1 are moved counterclockwise as the declutching of the rollers 63, 64 and 65 will cause a resistance to the movement of the shift finger 30 and consequently the spring |34 will be flattened out and thereby allow advance movement of the rod 30 before the slidable member 29 is moved to the left. Thus, the clutch rollers 63, 64 and 65 will always be released before the barriers are moved, and as a result little or no effort will be required to move the said barriers.

The operator may now desire to return the transmission to a second speed free-wheeling condition and thus will move the shift rod 15 toward the right. But the projection |36 will be moved into contact with the projection |28 forming a portion of the hinged part |26 supported from the pin |21 and only movable to the right from the position shown. Thus the control element |24 will be rotated about the pin |25 so as to push the pin |3| against the guides |29 and |30 rigidly attached to the rod 92 and thereby move the said rod to the right.

Such action will act to shut-off or decrease the power supply and thus cause the speed of the member to be decreased so that the clutch rollers will be automatically released from clutching engagement with the members 4 and 6 and thus the barriers 61 may be easily returned to the neutral position.

It is evident that the normal operation of the vehicle may not require the use of the power control elements, such as |00 and |24 and it is assumed that in many installations they may not be required. However, it is evident that the use of the control elements as shown by Figure 12 will eliminate to a great extent the necessity of f the operator exerting physical and mental effort in the operation of the speed changing device.

If the bidirectional drive portion of the disclosure is not used then none of the parts shown by Figure 12 will be required under normal conditions.

Itv should be still further evident that a vehicle equipped with such a device could be controlled by an operator from a single lever s'o as to employ free-wheeling or bidirectional drive for various speed conditions at the option of the said operator. In addition, the same shift lever may also be used to effect selective speed changes without meshing gears or jaw clutches. It is within the scope of the present disclosure to apply the means as described to any form of power transmission wherein selective speeds are required in connection with free-wheeling and bidirectional drive.

` placement in leither direction. This is true because any motion of the car will create a bidirectional drive condition, if the engine is dead. Ii the engine ls running, either a reverse drive condition or a. normal drive condition will exist, and in either event, a set of the clutch rollers may be caused to`connect the power members 4 and 6 so that one may be driven f rom the other, and thus the engine and rear axle can be positively connected.

While I have shown and have pointed out certain novel features of my invention, it should be obvious to those skilled in the art that various omissions and substitutions inthe form and details of the device as illustrated may be employed by those skilled in the art without departing from -the spirit of my invention.

Having thus described my invention, I `claim:

1. In a combined selective speed-changing, free-wheeling, and bidirectional drive transmissionv mechanism, a shift rod, a shift linger, a common control means movable axially in two directions by the said shift finger and equipped with a plurality of guides on its inner periphery, a plurality of control disc shaped members each equipped with control ngers designed to move' in the said guides thereby to selectively rock the said disc shaped members as the said control means is moved in either of the said directions,

a plurality of clutch positioning fingers connected means for positioning the said shift rod in either4 of a plurality of operating positions.

2. In a multi-speed power transmission mech-.'-

anism, a plurality of shift rods, a shift nger, a control means movable axially in either of two directions by the said shift ringer and equipped with a plurality of guides on its inner periphery, a plurality of disc-shaped control members each equipped with a control finger designed to move in the said guides thereby to selectively rotate the said disc shaped control members as the said control means is moved in either of the said directions, a plurality of over-running roller clutch positioning fingers connected to the said discs to move therewith, a plurality of groupsof overrunning clutch rollers cooperatively associated with the said iingers thereby to be selectively moved in either of two directions by the relative movement of two power members when free of restraint from the said ngers, means constituting the said power members and designed to be selectively driven one from the other in av plurality of speedrelations according to the selective clutching action of the said rollers as a result of the said movement, means for positioning the said shift rods in a plurality of operating positions, means associated with the shift finger and arranged to control the supply of power from one of the said members to the other on the initial movement of the said shift finger whereby the members will be free of a driving relation before the said rollers are returned to an inoperative position by certain of the said lingers and means positioned between the said shift nger and the said control means arranged to permit the clutch rollers to become free before the movement oi the said iingers.

' permitting the said clutching means to become selectively operative thereby to connect the said 3. In a. powertransmission mechanism, adriving and a driven element, a plurality of over-run-v ning clutch means for selectively connecting the said elements in a plurality of speed driving relations when the said driving member is rotating 5 faster than the said driven member and for automatically and positively disconnecting the said driving connections when the driven member rotates at a faster speed than the driving member, and a plurality or restraining means for selectively permitting the operation of the said clutches, said restraining means attached in cooperative groups to rocking members so as to selectivelymove the said restraining means in two directions so as to selectively permit the said clutch means to become operative when moved in either direction, means constituting the said rocking members formed with control projections designed to be actuated bya common control according to the extent of its movement in either direction along 20 a given axis, and means constituting said com mon control equipped with control guides arranged to receive the said control projections.

4. In a device of the class described, a. driving and a driven element, a plurality of clutching 25 means for selectively connecting the driving element to the driven element in a plurality o speed relations when the driving element is rotating at a faster rate of speed than the said driven member,

said clutching means also designed for selectively 30 connecting the driven element'to the driving element when the normally driven element is rotating at a faster rate oi speed than vthe normally driving member, certain of said clutching means designed to be automatically and positively disconnected when the said driving member is rotating at a faster rate ci speed than'the saidA driven member, a plurality oi selectively actuated barriers movable in two directions for selectively driving member to the said driven member in the said speed relations and to also positively disconu nect the same, and means constituting selectively actuated elements for selectively actuating the said barriers, said selectively actuated members formed to receive and actuate a certain group of the said barriers designed to control a given speed relation of the said driven and driving elements and to provide a plurality of control ngers ac tuated by a common control, means constituting the said common control designed with a plurality of guides arranged to receive the said control lingers forming portions ofthe said selectively actuated members thereby to rock Athe said actuated members in two directions thereby to move the said barriers in groups to eect the said speed relation, said element, said members, said clutching means, and said common control positioned for movement about a common axis.

5. In a power transmission mechanism, including aplurality of clutching means for selectively eecting speed change elements, means for cooperatively associatlng the said speed change clutching means and including a plurality of 65 clutch control barriers normally positioned on each side of the said clutching means and designed to effect the action of the said clutching means whereby same will thus be permitted to act to place Athe power transmission mechanism in a 70 driving relation as a result of a `diierenoe in speed of certain of said elements, said barriers designed so as to be selectively operatedl in two directions by manually controlled elements designed to move the said barriers whereby certain of the said means movable axially in two directions and equipped with` a plurality of guides on its inner I periphery, a plurality of disc shaped control members each equipped with sets of control fingers designed to move in the said guides thereby to selectively rotate the said disc shaped members as the said control means is moved in either of the said directions, a plurality of clutch retaining fingers connected to the said discs, a plurality of clutch rollers associated with the said disc fingers and designed to be selectively released by the said fingers to be moved in two directions as the said control discs are selectively rotated, a driven member and a driving member designed to selectively drive or be driven one from the other in a plurality of speed relations according to the selective clutching action oi' the-said rollers as a result of the said clutch movement, and. means for positioning the said manually actuated control means in a fixed operating position;

7. In a combined selective speed, free-wheeling and bidirectional power transmission for movable vehicles, driving and driven power elements, a

plurality of clutch roller elements designed to be` selectively actuated in either of two directions thereby to place the said power elements in a plurality of bidirectional driving relations, a plurality of disc control elements designed to be selectively actuated in either of two directions by a common actuating means thereby to permit the said clutch elements to place the said power elements selectively in a free-wheeling and bidirectional drive relation, a plurality of groups of control iingers attached to the said disc control elements to move therewith in groups so as to selectively actuate the said clutch roller elements, a common actuating means for the said discs equipped with guides for receiving control projections from the said discs and mounted for axial movement in two directions, andmeans for moving the said common actuating means'for causing the said selective actuation of the said clutch elements.

8. Ina device of the class described, the combination of two groups of roller clutch elements mounted for rotary motion about a common axis of rotation, each group designed to separately place a pair of power members in a positive drive free-wheeling status and thence ina bidirectional voo the said control discs whereby the said holding y fingers may be selectively removed from'restraining the said roller clutches and thereby permitv the said clutches to selectively connect the said power members in the desired driving relation,

and means constituting the said power members.`

9. In a device of the class described, a group of clutch rollers designed to be selectively released from an inoperative position to be selectively actuated in two relative directions, a second group of clutch rollers also designed toxinei ,1

selectively released from an inoperative position soas to be selectively actuated in two relative directions, a plurality of driving membersr each formed with a clutch receiving surface 5 a driven member provided with a plurality of clutch receiving surfaces, two groups of restraining fingers associated with the Viirstnamed group of clutch rollers, two additional groups of restraining fingers associated with the second l!! named group of clutch rollers, a control disc for each of the said four groups of restraining iingers, said discs mounted about a common axis for rocking movement thereby to selectively rock the said groups of fingers, and a common control 15 means for selectively rocking the said control discs. 10. In a power transmission including a pair of shafts, a plurality of grups 'of clutch rollers carried by one of the said shafts and each group 20 of clutch rollers individually adapted to selective,-

ly establish various drive relations between the said shafts, a shiftable membena plurality yof clutch control members for selectively selecting the said individual group of clutch rollersy and 25 designed in turn to be selectively actuated inftlwo directions by the said shiitable member accord` ing to the direction and extent of its shiftable motion, means including a movable member for actuating .the saidshiftable member, and means' 30 for effecting -a power supply for the said transmission in desired sequence with the shiftable motion of the said shiftable member.

11. In a transmission device, a shift rod, a shift finger, shiftable means 'movable axially by thev said shift linger and formed with guides, a plurality of control members each formed with projections designed to move. in 'the said guides thereby to selectively rotate the said control members as the said shiftable means is moved, a plu- 40 rality of clutch affecting barriers connectedin groups to the said control members, a plurality of groups of clutch rollers co-operatively associated with the said barriers and designed to be released by the said barriers thereby to be moved by the `45 relative movement of two power members, means constituting the sai-d power members, and means for positioning the said shift rod in a desired operating position.

12. In a power transmission including a shiftable control member operatively associated with a fuel supply means and a plurality of clutch means, a plurality of control members designedy to be selectively actuated bythe r..ovement of the said shiftable member, a plurality of clutch control portions attached to the control members and positioned relative to the said clutch means to ypermit same to move from an inoperative position whereby ar initial movement of the shiftable member will cause certain of the said clutch means to establish a desired driving status in the transmission, and a continued movement of the shiftable member will establish a different driving status in the said transmission, means for moving the said shiftable -member and means associated with the shiftable memberv for freeing the clutches from an operative status whereby they may be moved to an inoperative position, said clutch roller freeing means including a plurality of one-way rockable stop elements connected to the fuel supply means to operate same in advance of the movement of the clutch roller control means so as to increase the fuel supply when moved by the shiftable member in one direction and to-decrease the fuel supply when75 moved by the shiftablemember in the opposite direction.

13. In a combined selective speed-changing,- free-wheeling, and bidirectional drive transmission mechanism,a -shift rod,a shift` nger,a common control means movable axially in two direc tions by the shift finger and equipped with a plurality of guides on its inner periphery, a plurality of control disc shaped members each equipped with control ngers designed to move in the said guides thereby to selectively move the said disc shaped members as the said control means is moved in either of the said directions, a plurality of clutch positioning fingers connected tothe said discs, a plurality of groups of clutch rollers co-operatively associated with the said disc fingers and designed to be released by the said lingers therebyto be moved in either of two directions by the relative movement of two power members, means constituting the said power members designed to be selectively driven one from the other in a plurality of speed relations according to the selective action of the said rollers as a result of the said movement, means for positioning the said shift rod in either of a plurality of operating positions, a manually operated fuel supply device, a normally inoperative fuel supply rod operatively connected to the said fuel supply device, a plurality of one-way stop members positioned along the said rod and operatively connected to same, a projectlonforming a portion of the said shift finger and designed to be intercepted by the said stop members as the said shift finger is moved in either of the two said directions, and resilient means positioned between the said shift nger and said common control means whereby the said shift finger may be moved an appreciable amount before imparting movement to the said common control member.

14. In a device of the class described, the commeans and thereby to selectively and positively place the said members in the said driving and inoperative relations, said driving and driven members designed to be automatically disconnected from a driving relation when the normally driven member is rotating at a greater speed than the said normally driving member, manually actuated means for selectively operating the said barriers, and fuel supply means operatively associated with the said manually actuated means designed to be actuated upon an initial movement'of the said manually actuated means thereby to affect the supply of fuel and thus the power supply and thereby permit the said manually actuated means to easily disconnect the desired clutching means.

15. In a power transmission including a shiftable control member and a plurality of clutch lish a forward-drive free-wheeling status in the transmission, a continued motion of the shiftable member will establish a bidirectional drive I status in the said transmission, and power supply control means designed 'for cor-operative association with the shiftable member whereby initial movement of the shiftable member will vary the supply of power to the transmission whereby the clutching means may be easily disconnected 4by the action oi the said shiftable member when moved, and means for moving the said shiftable member.

16. In a power transmission connected to a source of power, including driving elements and a driven element, a plurality of clutching means for causing the said elements to assume a plurality of speed driving relations `to transmit power from one to the other, certain of the said clutching elements including associated releasing means designed to selectively permit the said elements to move the said clutching means toplace the said elements in one of the said driving relations thereby to permit the transmission of power, certain other clutching means designedto selectively place the said elements in a second speed relation, said associated means designed to selectively permit the said clutching means to connect the said power elements to so be placed in a forward-drive free-wheeling relation and thence in a bidirectional connection relation, manually actuated selective control means for causing the selective actuation of the said associated means, and means for selectively affecting the transmission power supply in advance of the manual operation of the said associated permitting means, said power affecting means cooperatively associated with a single selector, whereby a single movement of the selector will sequentially actuate both said means.

17. In a power transmission, aplurality of power members, a plurality of clutches, a plurality of control fingers, a plurality of finger control members for moving the said fingers, a shiftable control member, and a single selector element, means for operatively associating the above means whereby the said selector may be operated to cause the shiftable member, said finger control members, said control fingers, and said clutches to place the transmission in desired sequence in a free-wheeling direct-drive status, a direct-drive bidirectional status, a direct-drive free-wheeling status, a` neutral status, an intermediate speed free-wheeling status, an intermediate bidirectional status and an intermediate free-Wheeling status as a complete cycle of driving relations, and power supply means operatively connected to the single selector element designed to affect the supply of power to the said power members whereby the said clutches may be easily moved' from an operative position to an inoperative position.

18. In a device of Athe class described, a normally driven member provided with a plurality of clutching portions, a normally driving organization including a plurality -of relatively movable clutching portions encirclingthe first named clutching portions, a plurality of. clutch rollers positioned between each of the said driving and driven clutch portions, a pluralityof fingers normally restraining the said clutch rollers from-engagement with the associated clutch portions, a plurality of rotatable control elements arranged to support and selectively move the said fingers in groups, a. 4shiftable control element arranged to selectively rotate the con- -trol elements singly and in groups as it is shifted, selector means for moving the said shiftable means, and power supply control means actuated on the Ainitial movement of the said selector means whereby the clutching engagement of the said rollers with the said clutch portions will be decreased.

19. In a transmission mechanism, a shift se-v lector, a bidirectional clutch organization including a plurality of groups of bidirectional clutch rollers selectively controlled by the actuation of the selector and a power control means selectively actuated by the selector according to its direction of motion in advance of the selective control of the clutch rollers.

20. In a transmission including a bidirectional free-wheeling clutch organization selector, and power control means operatively associated with the said organization, said organization and said power means designed to be selectively actuated in a sequential manner during continued mctionof the said selector.

21. In a. power transmission including a selector member, a plurality of clutch rollers arranged to be remotely controlled in their clutching action by the selector member, and a power controlling mechanism designed to be operated by the selector member in advance of the control of the rollers so as to place the transmission in a. proper torque status to insure the easy release of the operative rollers from the driving positions by the'said selector.

22. In a multi-speed transmission for vehicles, a single control selector, a plurality of sets of bidirectional clutch rollers, and a speedcontrol organization arranged to be operated in advance of the operation of the clutches said selector cooperatively associated with thev said rollers and said organization whereby a. single required movement of the said selector will selectively actuate the said rollers and said organization in a sequential manner. l

23. In a power operated vehicle provided with a source of power including a multi-speed bidirectional transmission of the clutch roller type, manually actuated means for permitting the clutch rollers to effecty a desired driving relation, manually actuating means and means associated with the manual means for affecting the vehicle power supply in advance of the said permission in accordance with the extent and direction of motion of the manually actuating means.- v 24. In a clutch type transmission, means for selectively operating clutch rollers, and means for selectively affecting the supply of power to the transmission in desired relation with the operation of the clutches and a single selector cooperatively associated with the roller operating means and the power affecting means whereby movement of the selector will alternately affect the power supply and the roller operation.

25. In a clutch type transmission including axially x'ed driving members and an axially fixed driven member and rel-atively movable clutch elements, means for selectively operating the movable clutch elements, and power control means for selectively affecting the speed of the driving members of the transmission in advance of the operation `of the clutch elements whereby the speed of the driving members will be affected to be automatically above or below the speed of the driven member so as to insure .easy operation of the movable clutch elements from an operative position.

said movable means and said power supply conf trol elements cooperatively associated in a s'e-, quential manner bythe actuation of the said selector. i

27. In a clutch type transmission including a plurality of axially fixed power members and a plurality of clutch rollers, means including a single manually operative selector for remotely controlling the operation of the said clutch rollers designed to place the transmission in a plurality of selective speed conditions, a source of power supply and means also actuated by the said selector for affecting the power supply to the transmission as a function of the said speed condition.

28. In a clutch type transmission including axially xcd power members and relatively movable clutch rollers positioned therebetween,

means for remotely controlling the operation of the clutch rollers, a source of power and means including a plurality of one-way rockable stop elements having a common support and selectively associated with the remote controlling means for affecting the power supply to the transmission as a preliminary .function of the remote control of the said clutching 29. Ina device of the class described, the combination of `a plurality `of axially xed driving Clements each formed with a cylindrical clutch-- ing surface and an axially xed driven element formed with a plurality of curved surfaces, a plurality of clutch rollers designed to be selectively released to move in either of two directions from a normally restrained position thereby to permit the said elements to Vcooperate with the roller means to move same to selectively cause a plurality of speed driving relations between the said elements and to disconnect the said driving relations, certain of the said clutch rollers designed to be operative as other of the s'aid clutch rollers are caused to be inoperative, a plurality of clutch roller controlling barriers designed to be selectively actuated to cause the said selective roller release in the two directions and in addition to be actuated to return the said rollers to the restrained position to thereby selectively control the clutching action of the said rollers, a plurality of rockable disc-shaped elements designed to support and selectively actuate groups of the said roller barriers, and a common control means designed to selectively actuate the 'said disc elements according to the extent and direction of its movement along a given axis.

30. A combination withva power transmission including a pair of axially fixed power members, one of said power members including a plurality of speed driving elements each provided with -a cylindrical clutching surface forming a portion of a clutch, the other said power member including a single driving element having a. plurality of clutching surfaces each forming an element of a clutch, a plurality of groups of movable clutch portions supported by one of the said members and adapted to move in two directions from a normally restrained position on said supporting member to establish a plurality of drive relations between the said members, and in two directions from operative positions to prevent a plurality of drive relations between the said power member, said movable clutch portions including a plurality of groups of restraining elements arranged to be selectively actuated in a rocking motion in two directions by common manually actuated means whereby certain of the said clutch groups will be released to become operative as other groups are restrained to remain inoperative as a function of the speed relation of the said members, axially movable means constituting the manually actuated selector means, and a power supply control means designed to be selectively operated by the manually actuated selector means according to the direction of movement of the said manually actuated means.

31. In a device oi the class described, a plurality of axially nxed driving elements and an axially fixed driven element mounted for rotation about a common axis and axially fixed, selectively movable clutch roller elements positioned between certain of the said elements for permitting same to assume a plurality of driving relations by relatively moving the said roller elements in either of` two directions, said clutch roller elements controlled in their movements by the said elements by manually actuated roclsable selective holding means thereby to ,selectively permit the said clutching elements to become operative due to the action of the said driving and driven elements when not restrained by the said holding means, means constituting the rockable means, means for actuating the rockable means, means for connecting the said rockable holding means to the means for selectively actuating same, and means for affecting a power supply device thereby to increase and/or decrease the power supply to the driving elements in desired sequence with the selective operation of the said rocltable members.

32. in a power transmission, including an axially shiftable control member and a plurality oi clutch roller means, a plurality' ci rotatable disc members designed to be selectively moved in two directions when actuated by the movement or the said axially shiftable member, a plurality ci clutch control portions attached to the said rotatable disc members and positioned relative to the said clutch roller means to permit same to be moved in two directions from an inoperative position to an operative position, whereby a movement will permit certain of the said clutch roller means to cooperate with certain driving and driven elements lforming portions of the transmission to establish a forward drive free-wheel status in the transmission and a continued motion of the shiitable member in the same direction will permit the rollers to establish a bidirectional drive status in the said transmission, a single selector for moving the said axially shiftable member, and a power control organization cooperatively associated with the said selector and including a plurality of oneway stop members designed to be actuated according to the extent and direction of motion of the said selector in desired sequence with the actuation of the said clutch control organization.

33. in a device of the class described, a combination of a plurality of driving elements and a. driven element mounted for rotation about a common axis and axially fixed about said axis, a plurality oi' movable clutching means positioned between the said elements and designed for sei lectively connecting the said elements in a plurality oi driving relations and for disconnecting the said driving relations, said clutching means including a plurality of sets of clutch rollers arranged to be moved by the said elements in two directions when selectively released from a normally inactive restrained position and also from operative positions, a plurality of' restraining fingers positioned to normally hold the said rollers in the said inoperative position and to move same from operative positions,v manually actuated control means axially movable ln two directions about a common axis for selectively moving the said restraining ngers and thus releasing the said rollers so as to be moved by certain of the said elements in either of the two said directions and into an operative clutching position as certain other of the said rollers are restrained to remain inoperative, a plurality of disc shaped members positioned about the said common axis and axially nxed to .position and support the said restraining ngers, said discshaped finger supporting members also provided with control projections designed to be actuated by the movement of the said axially movable control means so as to impart a rocking motion to the said disc-shaped members, interlocking means for positioning the axially movable control means in a desired operating position, and fuel supply control means selectively actuated with the said roller control means in a' co-operative manner in advance of the rocking motion of the discshaped members for eiecting the driving status of the driving and driven elements and therefore the status oi the clutching means so that the restraining ngers may easily return same to an inoperative position.

3e. in a power transmission mechanism including a plurality of normally driving elements and a normally driven element, a plurality of separated groups of clutch roller means arranged to be moved in two directions from an inoperative position bythe said elements for selectively causing the said elements to assume a plurality of driving relations and to be moved in two directions from an operative position for selectively causing a plurality of driving relations to be disconnected, a iirst named of the said roller groups arranged to be moved in one direction tofplace certain elements in a direct drive free-wheeling relation as the speed of the driving element exceeds the speed of the driven element, and when moved sequentially in both directions to place the said certain elements in a direct bidirectional drive relation as the speed of one element exceeds the speed of the other element, a second named oi the said clutching groups arranged' to be moved in one direction by certain other elements to place the said other elements in an intermediate free-wheeling drive relation as the speed of the driving member exceeds the speeds of the driven member and when moved in both directions bythe said other elements to place same in an intermediate bidirectional speed drive relation as the speed of one of the other elements exceeds the speed of its co-acting element, a common selectively actuated control means arranged for permitting the elements to cause certain clutching roller groups to become operative as other clutching groups are restrained to remain inoperative, power control means including a plurality of rockable stop elements cooperatively associated with the clutch roller group control means and designed to be sequentially actuated with the common control means by a single selector in advance of the operation of the common control means for aiecting the driving action of barrier restraining ilngers, a plurality of rockl able members with projecting fingers for supporting and positioning the barrier ngers, an axially movable common control member provided with tracks for directing the movement 4of the rockable members through the actuation of the said projecting fingers, a plurality of separately positioned groups oi clutch rollers designed for selectively placing the said members in a plurality of free-wheeling driving relation when the said groups are released by the rocking action of the said barriers to become operative due to the relative movement of the said members and in a neutral driving relation when all of the said groups are caused to remain inoperative due to the restraining action of all of the said fingers, said roller groups when released from the said restrained position also arranged to place the said members in a plurality of bidirectional drive relations, and means for axially positioning the said rockabie members.

` 36. In a device ci' the character described, the

said driven member having a plurality of cammed surfaces, axially disposed gripping members in the form' oi' bidirectional rollers co-operating therewith to act as bidirectional clutches,fmeans in the paths ot the rollers to prevent the operation thereof, and axially shiftable means for selectively releasing the said rollers tor connecting the driving and driven members in unidirectional and bidirectional drive relations.

37. In a on for vehicles including a plurality of groups of remotely controlled bidirectional clutch rollers and a` single selector, and a power control means associated with said clutches, said rollers and said power means controlled selectively in sequential manner by the said selector according to the direction and extent of its movement.

HOWARD i. MURRAY; s 

